Variable speed transmission



Aug. 13, 1935.- A.Y. DODGE VARIABLE SPEED TRANSMISSION Original Fi1edNov. 7, 1930 4 Sheets-Sheet 1 Aug. 13, 1935.

A. Y. DODGE VARIABLE SPEED TRANSMI SSION 4 Sheets-Shee t 2 OriginalFiled Nov. '7, 1930 ill IE Jazz/j.

A. Y. DODGE VARIABLE SPEED TRANSMISSION Aug. 13, 1935.

Original Filed Nov. 7, 1930 4 Sheets-Sheet 3 Aug. 13, 1935. A. Y. DODGE2,011,101

VARIABLE SPEED TRANSMISSION Original Filed Nov. 7, 1930 v 4 Sheets-Sheet4 ATTORNEYS Patented Aug. '13, 1935 UNITED STATES PATENT OFFICE VARIABLEBREED TRANSMISSION Adiel Y. D0118, South Bend, Ind.

jteiiled for abandoned application Serial No.

493,950, November I, 1930.

This application April 19, 1934, Serial No. 721,296

39 Claims.

' or for heavy pulling as in sand.

A further object is to provide an improved variable speed transmissionwhich does not require the use of a special reverse gear in order toreverse the rotation of the driven member.

A further objectvof my invention is to provide an improved variablespeedtransmission comprising a gearing which is part of the transmissionand also acts to propel'a fluid, which fluid can be variably controlledto vary the speed ratio.

A further object is to provide an improved transmission involving ailuidflow'variably controlled by the action of centrifugal force.

A further object is to provide improved means for controlling a variablespeed transmission.

A further object is to provide improved means for controlling a variablespeed transmission of the planetary type. a v s A further object of myinvention is to provide a construction comprising a planetary gear and aone-way reactance clutch in series, whereby two torque multiplicationsmay be secured. one due to the usual torque multiplication of theplanetary gearing and the other due to the impulse action of thetransmission in combination with the one-way reactance clutch.

Further objects will appear from the description and claims.

In the drawings, in which several embodiments of my invention areshown-- Figure 1 is a vertical sectional view showing my improvedtransmission and control means in connection with parts of anautomobile} Figure 2 is an axial section through the transmission on theline 2-2 of Figure 3;

Figure 3 is a transverse sectional view on the line 33 of Figure 2;

Figure 4 is a fragmentary sectional view on the line 44 of Figure 2Figure 5 is a fragmentary sectional view on the line 5-5ofFigure2;

Figure 6 is a vertical axial view showing another form of transmissionassociated with the crank shaft and propeller shaft;

Figures 7 and 8 are vertical sections showing speed controlled means forassisting in the control;

of a magnetic clutch or speed controller instead of friction shoes orinertia rollers Figure 10 is an axial section showing another form of myinvention embodying a planetary gear construction, an impulsetransmission construction, and a one-way reactance clutch;

Figure 11 is a section on the line Il-l| of Figure 10; and

Figure 12 is a section on the line l2-l2 of I I The construction shownin Figures 1 to 5 inclusive comprises a planetary -transmission forautomobiles and control means therefor,- (the planeall forward speedsand connectible-with the 'driven gear- 5 for reverse speed, means(including a manually operable rock lever I mounted adjacent H thesteering wheel 8 and oscillatable about the :5

axis of the steering column 9, means for alternatively connecting thedriven propeller shaft 0 with the gear carrier 4 or with the driven gearI,

means (including a pedal and a gripping band ill operable by the driveroperated by the pedal) so for holding the gear carrier 4 againstrotation to cause the driven gear 5 to rotate in a direction reverse tothat of the driving sun gear I, friction holding means (including apivotally mounted friction shoe ll) pivotally mounted on the driven 35gear 5 and engageable with the gear casing l2 tending to hold the drivenring gear I against movement to cause rotation of the gear carrier 4 forslow speed forward, means (including a weight l3) actuated bycentrifugal force for freeing the friction shoe II at high speeds of thering gear I. means (including a slidable cone =f4 "operated by theclutch pedall 5) whereby when the gear carrier 4 is heldagainst rotationfor reverse speed said friction shoe II will be released, and means(including fluid passages "and i6 and fluidcontrolling valves l1 and I8controlled by centrifugal force) tending to cause the driven ring gear 5to rotate with the gear carrier 4 for high 50 speed forward.

The fluid is caused to flow through the fluid passages if there is anyrelative movement of the ring gear with respect to the planet gears, the

I Figure 9 is a vertical section showing the use teeth of the gearingacting as a gear pump to I cause the circulation of the fluid which ispreferably some lubricating liquid.

Before describing theconstruction in detail, I will describe in generalcertain operations of parts of the mechanism, particularly the controlmeans for the transmission.

Reverse Assuming that the motor is running and that the ring gear 5 isstationary because of the engagement of the friction shoe II with thegear casing I2, the rock lever I is operated to connect the positiveclutch member IQ of the propeller shaft 6 with the clutch members 20 onthe ring gear 5. The pedal I5 is then depressed causing the frictionshoe H to be released from' engagement with the gear casing l2 by theaction of the sliding cone 14 which engages the inner end 2| of the rocklever 22 on which the shoe II is mounted and causing the gripping bandill to grip the drum 24 secured to the hub 25 of the gear carrier 4. Thegear carrier 4 is thus held against rotation and the ring gear 5 whichis clutched with the propeller shaft 6 is free to rotate in a directionto cause reverse movement and does so rotate because of the action ofthe planet gears 3 which are mounted 'on the then stationary gearcarrier 4. The speed ratio of the propeller shaft 6 to the motor shaft 2is equal to the number of teeth on the sun gear I divided by the numberof teeth on the ring gear 5.

To stop reverse movement the pedal I5 is released and raised by theaction of thespring 26 to free-the gripping band It and to cause theslidable cone I 4 to move to the right as viewed in Figure 2, permittingthe friction shoe II to engage the casing l2 and stop the reverserotation of the driven ring gear 5. As the propeller shaft 6 iaatthistime connected with the driven ring gear 5 the propeller shaft willstop also. If the engine is left running it will cause the sun gear Iand gear carrier 4 ta rotate idly without effecting any movement of thepropeller shaft.

Low speed forward verse rotation of the ring gear 5. The ring gear 5 isnow held stationary and the gear carrier 4 rotates at a speed whichgives a positive low speed forward for the propeller shaft 6. The speedratio of the gear carrier 4 with respect to the sun gear I is equal tothe number of teeth in the sun gear divided by the number of teeth inthe ring gear plus the number of teeth in the sun gear.

Intermediate speed forward During the comparatively slow rotation of themotor shaft 2 the gear carrier 4 will rotate at a relatively low speedand the two valves I1 and I8 controlled by centrifugal force will remainin their innermost position permitting free circulation of the oilthrough both passages l5 and I6. However, as the speed of rotation ofthe motor increases the speed of rotation of the spider gear carrier 4increases correspondingly and when a.

certain predetermined speed is reached the valve ll closes almostinstantly against the action of its light spring 28 so that thereafterthe entire fluid flow must be through the passage l6. This will cause anincreased resistance to fluid flow and a consequent resistance torelative rotation between the gear carrier 4 and driven gear 5, whichresistance will continue to build up until a force is exerted on thering gear 5 suiflcient to overcome the rather slight holding tendency ofthe friction shoe II to counter clockwise motion, as viewed in Figure 4,whereupon the ring gear 5 will begin to rotate in the same direction asthe gear carrier 4.

As the motor speed continues to increase and, consequently, the speed ofthe gear carrier 4, the effect of centrifugal force on the valves I1 and18 will continue to increase in proportion to the square of the speedand will move the valves farther and farther outward to restrict moreand more the flow through the fluid passages l5 and I6. This will causea constantly increasing resistance to relative rotation between the gearcarrier 4 and the ring gear 5 and will bring the ring gear more nearlyto a speed of rotation equal to that of the gear carrier. When the speedof the gear carrier has increased to a point at which the passages l5and iii are completely closed off, there can be no further relativerotation between the gear carrier and ring gear, and the sun gear, gearcarrier and ring gear will rotate as a unit so that the speed of thepropeller shaft 6 will then be the same as the speed of the motor shaft2.

High speed forward As indicated above, during high speed forward, thefluid passages 15 and I6 are completely closed and there is no relativerotation between the ring gear and gear carrier so that the wholetransmission including the motor shaft, the planetary gearing and thepropeller shaft rotate together as a unit at the motor speed.

To stop the car in its forward travel, the motor speed would probably bethrottled down and the pedal 15 is depressed to grip the drum 24 securedto the gear carrier 4 and to release the friction shoe H from engagementwith the gear casing l2. This slows down the speed of rotation of thegear carrier 4 (and consequently of the driven shaft 6 if the latter isconnected with the gear carrier) lessening the centrifugal force on thevalves l1 and I8 causing the valves to open and permit slippagebetweenthe gear carrier and ring gear. This slip age results in a still furtherslowing down of the speed of rotation of the gear carrier and a stillfurther decrease of the centrifugal force. This continues until thevalves are completely open permitting practically unrestricted flow offluid so that there is very little tendency to resist relative rotationbetween the gear carrier and ring gear and this resistance becomes soslight that the clutch band It! will hold the gear carrier against anymovement whatever, the ring gear then revolving in a reverse direction,the friction shoe H being held out of engaging position by the slidablecone H. The propeller shaft clutch member l9 may then be disengaged fromthe clutch teeth 21 on the gear carrier 4, if desired.

The clutch'member IS on the propeller shaft is shiftable alternativelyinto engagement with the clutch members 20 and 21 by means of the rocklever I and transmission therefrom including a sleeve 29 on which therock lever I is mounted, a rock lever 30 mounted at the lower end ofthis sleeve,'a link ll having a pivotal connection with the rock arm, abell-crank lever 32 pivotally connected with this link and pivotallymounted at no on the gear casing if, a link 33 pivotally connected withthis bell-crank lever, a rock lever 84 pivotally mounted at II on thebracket 3! and pivotaliy connected with the link, and a flanged collarI! mounted on the propeller shaft between the flanges of which the lowerend of the rock lever 34 engages.

The slidable cone ll is shiftable back and forth by the pedal II andtransmission therefrom including a link It pivotally connected with thedownwardly extending arm 3., and a rock lever ll pivotally mounted at llon a bracket 41 on the gear casing l2, theupper end of which liesbetween the flanges 43 on the slidable cone. 'lhe fl pping band ll isoperated from the pedal ll by means of a link it pivotally connectedwith the lower end of the rock arm II, a rock arm I pivotally connectedwith this link, a rock shaft ll to which this arm is secured, a pair offace cam members 41 rockable with this shaft, and a pair of face cammembers 48 secured to the ends of the gripping band ll and cooperatingwith the cam face members 41 on the rock shaft in such a way that whenthe pedal II is depressed the gripping band ll will be contracted. Inorder to release the gripping band when the pedal II is released, a coilcompression spring is provided surrounding the rock shaft 4 and tendingvto force the ends of the gripping band away from each other.

In order to utilize some of the energy of the flowing oil, the outlet ofthe oil passage I6 is so directed with respect to the teeth of theinternal ring gear as to have a turbine effect thereon tending to causerotation of the ring gear.

In order to cause the proper amount of centrifugal force to be exertedon the valves l1 and I8, suitable weights 50 are provided on which thesevalves are mounted, these weights being slidably mounted in cylindricalpockets II in a casting forming a part of the gear carrier. Suitableports 52 are provided for these cylinders to permit the oil flow toallow the required movement of the slidable weights. The coilcompression springs 28 and 53 resisting the centrifugal force acting onthese valves are so designed as to give the desired closing efl'ect forthe valve.

The gear carrier 4 comprises the central casting 54 referred to aboveand two side plate members 55 between which this central casting 84 ismounted and to which it is rigidly secured. Theplanet gears 3 flt snuglybetween these side plate members 55 and are rotatably mounted on pins itsecured to the side plate members.

In order to prevent excess leakage of oil, suitable spring pressedpacking rings 51 are provided,

two of these beingmounted in the face of the sun gear I and two of thembeing mounted in the side plates 58 of the ring gear, which flt snuglyagainst the side plates 55 of the gear carrier.

The lever 22 is pivotally mounted on thering gear at 59 and a lighttension spring 60 is provided, the tendency of which is to hold thefriction shoe ll in engagement with the gear casing It.

In order to prevent free movement of the transmission parts duringover-running of the propeller shaft 6 check valves 8| are provided inthe oil passage.- Over-running tends to cause the ring gear 5 to travelin the same direction at an increased rate of speed. This action causesthe oil to circulate in the opposite direction. Therefore, the checkvalves I will create a hydraulic barrier, producinga locked condition.

In order to assist thetendency of this transmission to rotate as a unitat high speeds. I may provide an eccentric weighting of the planet gearsby lightening them on one side, as indicated at C2, so that the tendencyof these planet gears is to z. 8 come to rest with the weighted sidesfarthest from the axis of rotation.

By properly designing the weighted valves and springs and the oil es.the desired ratios for the various engine speeds may be obtained. gillThese values may be worked out by means of a known formula not necessaryto be incorporated in this application.

Referring to Figures 8, 7, and 8, the construction shown thereincomprises a driving member :16 la, which may be the crank shaft of themotor of an automobile, a driven member 2a coaxial with the drivingmember, which may be the propeller shaft of the automobile, andtransmission means between the crank shaft and propeller 26 shaftwhereby practically any forward speed of the propeller shaft may besecured up to the speed of the crank shaft, and whereby when desired areverse movement of the propeller shaft with respect to the crank shaftmay be secured.

The crank shaft isshown in a crank case In and provided with a crankshaft bearing la. The transmission may be in a suitable housing Io:secured to the crank case. The transmission comprises a driving pinion6a. secured to rotate with the crank shaft, a spider or gear carrier inrotatably mounted on the crank shaft adjacent the fly-wheel 8a, a set ofplanetary gears la mounted on the 'gear carrier la and meshing with thepinion, an internal gear llla mounted free to turn on the propellershaft 2e, and meshing with the planetary gears, friction shoes llamounted to revolve with the gear carrier la, and frictionally engagingring Illa for variably controlling the speed of the propeller shaft, andwhen desired 49 speed is reached bringing it up to the speed of thecrank shaft, and a band brake l3a cooperating with a brake surface Ilaon the gear carrier 1a to effect reverse movement of the propeller shaftwith respect to the crank shaft when desired.

The friction shoes Ila are secured to the gear carrier 1a by means ofthe pins lid on which the planetary gears 9a are mounted. The planetarygears. friction shoes Ila, and gear carrier Ia are so related to thepins l5a on which the planetary gears are mounted that when the speed ofthe gear carrier Ia increases to a speed suflicient to overcome thesprings B, the shoes Ila. or rollers l lb, are thrown into engagementwith the friction surface of the ring llla. by centrifugal force. 80long as the propeller shaft 2a is stationary and the crank shaft in isrevolving, the gear carrier in also will be revolving but at a speedvery much less than the speed of a crank shaft, in accordance with thewell-known laws governing planetary gear transmission.

when, as outlined above, the clutch lib is allowed to be pressed intoengagement with the disc lb, the propeller shaft 20 will begin to rotatewhen shoes Ila contact ring Illa, slowly at first, 5 and this rotationof the propeller shaft .will gradually increase in speed until thepropeller shaft is rotating at the same speed as the gear carrier la,and thegear carrier is rotating at the same speed as the crankshaft.Relative rotation between the gear carrier and ring Illa is opposed bythe friction of shoes Ila. and consequently the tendency of thisfriction is to prevent relative rotation between the crank shaft andgear carrier. The accelerating action is that the gear carrier isgradualLv brought up to the same speed as the l To effect 'a reversemovement of the propeller shaft with respect to the crank shaft, theclutch is shifted rearward into engagement with ring iOa extended, andthe band brake l3a. is applied to hold the gear carrier againstrotation.

This results in a reverse movement of the propeller shaft Iawith respectto the crank shaft la in accordance with the well known lawsof planetarygearing, the reverse movement of the propeller shaft, however, being ata considerably lower speed than the forward speed of the crank shaft,the ratio being that of the pitch diameter of the pinion to the pitchdiameter of the ring gear.

The speed controlled means comprise a centrifugal governor construction,shoes Ha, or rollers lib. Under certain conditions this centrifugalgovernor construction will automatically control the slippage betweenthe carrier la and the friction surface Ilia, thus automaticallycontrolling the speed ratio between the crank shaft Ia and the propellershaft 211. Thus, in going up hill, the crank shaft speed will decreaseand the propeller shaft will decrease also and this will lessen thepressure which the shoes Ila exert against the ring Illa, andconsequently lessen the pressure of the friction surface. This decreaseof the pressure lessens the friction between the surface and permitsslippage between the shoes Na. and the ring "la, the slippage increasingas the propeller shaft speed decreases. This permits the engine to runat a speed which may be considerably greater than the propeller shaftspeed, thus automatically putting the transmission in lower gear.

In Figure 9 is shown a construction which is substantially the same asthat shown in Figure 6, except that in addition to the friction betweenshoes I la and ringv Illa. a magnetic drag is provided which tends toprevent relative rotation between the disc lb and the ring Ilia. Thismagnetic drag construction comprises a plurality of permanent horseshoemagnets I 60. secured to rotate with the disc 1b and a plurality of loopconductors lla which may be secured on a mounting ring Illa or fastenedto the inner edge of the friction ring Illa. When slippage takes placebetween the armature loops and magnets the lines of magnetic force arecut'by the conductors, resulting in a magnetic drag as is wellunderstood in connection with such constructions.

This transmission is to be lubricated by filling the case a with oil toa desired level, in which case the gripping band works in oil. As anoptional construction I have provided means whereby the inner housingformed by the ring Illa and the head and end of the ring Illa may bepartly filled with oil.

In operation-assuming it is desired to proceed ahead, it the engine isrunning and if the dog clutch is left in neutral position, the wholeassembly of gears, etc., are free to revolve with the crank shaft la. Toshift into low forward speed tighten the gripping band He in order tostop or practically stop in. and lb, and shift the dog clutch forwardinto engagement with lb.-

Allow the band i3a. to open. Next, close the low speed band intoengagement with the ring I 011 whereupon the car accelerates to apredetermined speed. Allow the low speed band to open. Hereafter theautomobile-feature will function.

To further accelerate, merely open the throttle to speed up the engine.

It is not necessary to put the dog clutch in neutral to stop, or afterstopping, if not desired. To stop, merely throttle the engine down lowand I apply the brakes, thus causing the ring gear Ila to turn freely inreverse direction.

This transmission can be used without shifting the dog clutch for aheador reverse movements inlevel places which are paved, as follows:

Put the dog clutch in rearward position in contact with the ring gearIlla (extended). When in this position, the car standing still andengine idling, the gears 90 and spider la and lb turn freely. Toadvance, merely speed up the engine which throws the shoes Ila. intoengagement. To stop, close the throttle and apply the brakes. The enginewill continue to idle and the car will stop. To reverse, cause the band"a to contract about the ring la. To stop, allow the band l3a to expandfree, throttle the engine, and apply the brakes of the car. To startahead, speed the engine up and the car will proceed ahead.

Should the car be on a rough road and going up-grade, it may benecessary to shift the. dog clutch into low speed by setting it aheadinto engagement with lb, as explained first. This shift can be made withthe car in motion by manipulating the engine speed just as is now beingpracticed with sliding gear transmission, but can be more easily donewith a suitable type of dog clutch, than with sliding gears. When thetransmission is set in this position with the dog clutch in engagementwith lb, the transmission, can be so used without change until desired,just as first described.

Referring now to Figures and 11, the construction shown thereincomprises a crank shaft 33 which may be that of an internal combustionengine, a driving sun gear 64 connected thereto. a gear carrier 65rotatably mounted on and with respect to the crank shaft 63,. planetarygearing 66 mounted on said gear carrier and meshing with the sun gear, adrum 61 secured to rotate with the gear carrier by means of the pins 66on which the planetary gears are mounted, a gripping band 69 for holdingthe clutch drum against rotation when desired to efiect reverse rotationof the ring gear 10 which meshes with the planetary gearing 66 andone-way reactance impulse rectifying means 1| controlled by centrifugalforce for preventing reverse rotation of the ring gear and rectifyingthe impulses of the weighted planetary gearing 66. A coaxially shiftablecontrol ring 12 is provided for holding the friction shoes 13 of theone-way reactance device out of engagement with the friction surface 14on the transmission housing 15 when desired to permit reverse rotationof the ring gear 10 when the gripping band 69 is holding the ear carrieragainst rotation.

The driven member 16 is provided with a dog clutch head 11 which can beshifted axially to occupy any one of three different positions. In thecentral position, as shown, this clutch head is in neutral. If it isshifted to the right, the clutch teeth 18 on the clutch head will engagewith correspondingly shaped clutch teeth I9 on the ring gear and whenthe clutch head is shifted to the left, the clutch teeth 80 on theclutch head will engage with the clutch teeth 8| on the gear carrier 65.

The friction shoes 13 of the one-way reactance device are pivotallymounted on pins 82 secured to the ring gear.

Light springs 83 are Provided for normally holding the friction shoes inen gagement with the friction surface ll. In order to prevent thefriction shoes from enga the friction surface when the ring gear attainsspeed, the friction shoes-are counterweighted, as indicated at 84, sothat when the ring gear reaches a certain speed the centrifugal forceeffect of these counterweights will overcome the light springs and willcause the friction shoes 13 to move out of frictional engagement withthe fric- 'tlon surface ll.

The controlling ring 12 may be moved axially by means of an axiallyshiftable member 85 secured to the ends of the slide pins 06 on whichthe control ring 12 is mounted. when the control ring is in the positionshown in Figure 10, it is out of operative relation with respect to thefingers 81 on the friction shoes and the friction shoes 13 are, underthese conditions, controlled by the light springs 83 and counterweights84. However, prior to the gripping of the drum '1 by the band 69, thecontrol ring I! is shifted to the left, as viewed in Figure 10, to causethe beveled surface 88 of the control ring to engage the beveled fingers81 on the clutch shoes to force the beveled fingers outwardly againstthe action of the light springs 83 and thus move the friction shoes 13out of frictional engagement with the friction surface 14.

In this form, the driven member is shifted to connect the clutch headl'l with the gear carrier for all forward speeds. The band 69 isloosened to permit the gear carrier 65 to rotate free ly. As the crankshaft 63 rotates, it will cause the gear carrier 65 to rotate at a lowerspeed because the ring gear I0 is held against reverse rotation by meansof the one-way reactance device II. As the speed of the crank shaftincreases, impulses of the counter-weighted planetary gears 66 willstart the ring gear 10 to rotating and as these impulses are rectifiedby the reactance clutch construction H, the ring gear will continue toincrease in speed until it catches up with the speed of the gear carrier65. When this condition is attained, the sun gear 64, gear carrier 65and ring gear III will rotate as a unit.

At a certain stage in the increase of speed of the ring gear, thefriction shoes I3 of the reactance device will cease to engage thefriction surface 14 because of the action of the counterweights 84 sothat there will be no retarding action. In rectifying the impulses ofthe planetary gearing 66, an increase in torque is effected device Iiout of commission, and the gripping band 69 is tightened to hold thedrum 6! and consequently the gear carrier 65 against rotation. Underthese conditions when the sun gear 64 is rotated by the crank shaft 63,the ring gear I0 is rotated in the reverse direction, thus driving thedriven shaft 16 in a reverse direction.

If desired, an impulse equalizer, similar to that shown in my co-pendingapplication, Serial No.

440,206, filed March 31, 1930, may be provided be- While I have shownvarious embodiments of my invention, it is obvious that it might beembodied in still other forms covered and defined in the appendedclaims.

The present application is a reflling of my abandoned application No.493,950 filed November 7, 1930.

I claim:

1. A variable speed transmission comprising rotatable driving member, arotatable driven member coaxial therewith, a gear secured to rotate withthe driving member and coaxial therewith, a gear secured to rotate withthe driven member and coaxial therewith, a gear carrier coaxial withsaid gears, gearing mounted on said gear carrier and meshing with bothsaid coaxial gears and means controlled automatically by the speed ofthe driven member for variably controlling the relative rotation of saidgear carrier with respect to said driven gear, said means comprisingfriction shoes with greater self-actuation one way than the other,forming a centrifugal governor rotatable with said gear carrier member.

2. A variable speed transmission comprising a rotatable driving member,a rotatable driven member coaxial therewith, a gear secured to rotatewtih the driving member and coainal therewith, a gear secured to rotatewith the driven member and coaxial therewith, a gear carrier coaxialwith said gears, gearing moimted on said gear carrier and meshing withboth said coaxial gears, means for variably controlling the relativerotation of said gear carrier with respect to said driven gear, meanswhereby said variable control means may be rendered inactive to permitthe driven member to stop and friction means for retarding said drivenmember applied when said variable control means are rendered inactive,and a dog clutch to shift engagement of the driven member from the ringgear to the gear carrier for the purposes set forth.

.ment of the reversible gear, and means controlled by centrifugal forceand pivotally mounted on and with respect to said gear carrier and.rotatable therewith and engageable with a friction surface which isrotatable with said reversible gear for effecting a graduated control ofthe relative rotation of said gear carrier with respect to saidreversible gear to effect the desired forward speed ratio.

4. A variable speed transmission comprising a driving gear, a rotatablegear carrier coaxial with said gear, gearing mounted on said gearcarrier and meshing with said driving gear, a reversible gear coaxialwith said driving gear and meshing with said gearing, means for holdingsaid gear carrier against movement to cause reverse movement of thereversible gear, and a driven member alternatively connectible to rotateeither with the gear carrier or with the reversible gear, saidreversible gear and gear carrier being provided with clutch membersrespectively, a single axially shiftable clutch member shiftable betweenthe clutch members on the reversible gear and gear carrier for effectingsaidalternative connection and means for simultaneously operating saidmeans for holding the gear carrier to holding position and saidshiftable clutch member into engagement with the reversible gear.

5. A variable speed transmission comprising a rotatable driving shaft, asun gear mounted thereon, a set of planet gears meshing with said sungear, a rotatable gear carrier on which said planet gears are mounted, aring gear meshing with said planet gears, a fluid confining andconducting device mounted on said gear carrier and cooperating with saidsun gear, planet gears, and ring gear to form a fluid pump, said fluidconfining device having circular confining surfaces adjacent the planetgears and having a liquid obstructing portion adjacent the ring gear anda passage around said obstructing portion,

and a member carried by said gear carrier controlled by centrifugalforce for variably restricting the flow through said passage inaccordance with the speed of rotation of the gear carrier.

6. A variable speed transmission comprising intermeshing toothedgearing, means cooperating with the teeth of said gearing to providefluid propelling means, means for controlling the fluid flow to vary thespeed of transmission, and

means for directing the fluid against the teeth of the gearing to causethe gearing to act as a fluid motor.

7. An automobile transmission construction comprising a planetarytransmission having a driving sun gear, a planet gear meshing therewith,a gear carrier rotatable about the axis of the sun gear on which theplanet gear is mounted, and a driven gear meshing with the planet gearand coaxial with the gear carrier, a driven shaft connectible with thegear carrier for forward speed and connectible with the driven gear forreverse speed, means operable by the driver for alternatively connectingthe driven shaft with the gear carrier or with the driven gear, meansoperable by the driver for holding the gear carrier against rotation tocause the driven gear to rotate in a direction reverse to that of thedriving gear, friction means mounted on the driven gear and engageablewith stationary means tending to hold the driven gear against movementto cause rotation of the gear carrier for low speed forward, meansactuated by centrifugal force for freeing the friction means at highspeed of the driven gear, means whereby when the gear carrier is heldagainst rotation for reverse speed said friction means will be freed,and means rotatable with the gear carrier and controlled by centrifugalforce tending to cause the driven gear to rotate with the gear carrierfor high speed forward.

8. An automobile transmission construction comprising a planetarytransmission having a driving sun gear, a planet gear meshing therewith,a gear carrier rotatable about the axis of the sun gear on which theplanet gear is mounted, and a driven gear meshing with the planet gearand coaxial with the gear carrier, a driven shaft connectible withthe-gear carrier for forward speed and connectible with the driven gearfor reverse speed, means operable by the driver for alternativelyconnecting the driven shaft with the gear carrier or with the drivengear, means operable by the driver for holding the gear carrier againstrotation to cause the driven gear to rotate in a direction reverse tothat of the driving gear, friction means mounted on the driven gear andengageable with stationary means tending to hold the driven gear againstmovement to cause rotation of the gear carrier for low speed forward,means actuated by centrifugal force for freeing the friction means athigh speed of the driven gear, means whereby when the gear carrier isheld against rotation for reverse speed said friction means will befreed, and means controlled by centrifugal force tending to cause thedriven gear to rotate with the gear carrier for high speed forward.

9. An automobile transmission construction comprisinga planetarytransmission having a driving sun gear, a planet gear meshing therewith,a gear carrier rotatable about the axis of the sun gear on which theplanet gear is mounted, and a driven gear meshing with the planet gearand coaxial with the gear carrier, a driven shaft connectible with thegear carrier for forward speed and connectible with the driven gear forreverse speed, means operable by the driver for alternatively connectingthe driven shaft with the gear carrier or with the driven gear, meansoperable by the driver for holding the gear carrier against rotation tocause the driven gear to rotate in a direction reverse to that of thedriving gear, friction means mounted on the driven gear and engageablewith stationary means tending to hold the driven gear against movementto cause rotation of the gear carrier for low speed forward, meansactuated by centrifugal force for freeing the friction means at highspeed of the driven gear, means whereby when the gear carrier is heldagainst rotation *for reverse speed said friction means will be freed,and means rotatable with the gear carrier and tending to cause thedriven gear to rotate with the gear carrier for high speed forward.

10. An automobile transmission construction comprising a planetarytransmission having a driving sun gear, a planet gear meshing therewith,a gear carrier rotatable about the axis of the sun gear on which theplanet gear is mounted, and a driven gear meshing with the planet gearand coaxial with the gear carrier, a driven shaft connectible with thegear carrier for forward speed and connectible with the driven gear forreverse speed, means operable by the driver for alternatively connectingthe driven shaft with the gear carrier or with the driven gear, meansoperable by the driver for holding the gear carrier against rotation tocause the driven gear to rotate in a direction reverse to that of thedriving gear, friction means mounted on the driven gear and engageablewith stationary means tending to hold the driven gear against movementto cause rotation of the gear carrier for low speed forward, meansactuated by centrifugal force for freeing the friction means at highspeed of the driven gear, means whereby when the gear carrier is heldagainst rotation for reverse speed said friction means will be freed,and means tending to cause the driven gear to rotate with the gearcarrier for high speed forward.

11. An automobile transmission construction comprising a planetarytransmission having a driving sun gear, a planet gear meshing therewith,a gear carrier rotatable about the axis of the sun gear on which theplanet gear is mounted, and a driven gear meshing with the planet gearand coaxial with the gear carrier, a driven shaft conne tible with thegear carrier for forward speed and connectible with the driven gear forreverse speed, means operable by the driver for alternatively connectingthe driven shaft with the gear carrier or with the driven gear, meansoperable by the driver for holding the gear carrier against rotation tocause the driven gear to rotatein a direction reverse to that of thedriving gear, means for holding the driven gear against movement tocause rotation of the gear carrier for low speed forward, and meanswhereby when the gear carrier is held against rotation for reversespeed, said means for holding the driven gear will be released, saidmeans for alternatively connecting comprising an oscillatable shaftsubstantially coaxial with the steering column. 4

12. An automobile transmission construction comprising a planetarytransmission having a driving sun gear, a planet gear meshing therewith,a gear carrier rotatable about the axis of the sun gear on which theplanet gear is mounted, and a driven gear meshing with the planet gearand coaxial with the gear carrier, a driven shaft connectible with thegear carrier for forward speed and connectible with the driven gear forreverse speed, means operable by the driver for alternatively connectingthe driven shaft with the gear carrier or with the driven gear, meansoperable by the driver for holding the gear carrier against rotation tocause the driven gear to rotate in a direction reverse to that of thedriving gear, means for holding the driven gear against movement tocause rotation of the gear carrier for low speed forward, and meanswhereby when the gear carrier is held against rotation for reversespeed, said means for holding the driven gear will be released, saidmeans for alternatively connecting comprising an oscillatable shaftsubstantially coaxial with the steering column, and a lever mountedonsaid shaft adjacent the steering wheel.

13. A transmission construction comprising a sun gear, a planet gear, agear carrier for the planet gear and a gear meshing with the planet gearand coaxial with the gear carrier, a driven member alternativelyconnectible with said planet gear and said driven gear, means forholding said driven gear against reverse rotation to cause relative slowrotation of the gear carrier, means for holding the gear carrier againstrotation to cause reverse rotation of the driven gear, means wherebywhen the driven gear is held against rotation the gear carrier will befree and whereby when the gear carrier is held against rotation thedriven gear will be freed, and fluid means for variably controllingrelative rotation between the gear carrler and the driven gear.

14. A transmission construction comprising a sun gear, a planet gear, 'agear carrier for the planet gear and a gear meshing with the planet gearand coaxial with the gear carrier, a driven member alternativelyconnectible with said planet gear and said driven gear, means forholding said driven gear against reverse rotation to cause relative slowrotation of the gear carrier, means for holding the gear carrier againstrotation to cause reverse rotation of the driven gear, means wherebywhen the driven gear is held against rotation the gear carrier will befree and whereby when the gear carrier is held against rotation thedriven gear will be freed, and fluid flow means rotatable with the gearcarrier and controlled by centrifugal force for variably controlling thet the intermeshing teeth, to act as a mechanical transmission.

16. A variable speed transmission comprising a driving gear, a rotatablegear carrier coaxial with said gear, gearing mounted on said gearcarrier and meshing with said driving gear, a reversible gear coaxialwith said driving gear and meshing with said gearing, means for holdingsaid gear carrier against movement to cause reverse movement of thereversible gear, and a driven member alternatively connectible to rotateeither with the gear carrier or with the reversible gear, and means foreffecting a graduated control of the relative rotation between the gearcarrier and reversible gear to effect variable forward speed, comprisinga fluid circulation passage, and means for variably restricting the flowin said passage.

17. A variable speed transmission comprising a driving gear, a rotatablegear carrier coaxial with said gear, gearing mounted on said gearcarrier and meshing with said driving gear, a reversible gearcoaxialwith said driving gear and meshing with said gearing means forholding said gear carrier against movement to cause reverse movement ofthe reversible gear, and a driven membcr alternatively connectible torotate either with the gear carrier or with the reversible gear, andmeans for efiecting a graduated control of the relative rotation betweenthe gear carrier and reversible gear to eifect variable forward speed,comprising a fluid circulation passage, and means for variablyrestricting the flow in said passage,

comprising centrifugal force means.

18. A variable speed transmission comprising a driving gear, a rotatablegear carrier coaxial with said gear, gearing mounted on said gearcarrier and meshing with said driving gear, a reversible gear coaxialwith said driving gear and meshing with said gearing, means for holdingsaid gear carrier against movement to cause reverse move ment of thereversible gear, and a driven member alternatively connectible to rotateeither with the gear carrier or with the reversible gear, and

means for eil'ecting a graduated control of the relative rotationbetween the gear carrier and reversible gear to effect variable forwardspeed, comprising a fluid circulation passage, and means for variablyrestricting the flow in said passage, comprising centrifugal force meansrotatable with the gear carrier.

19. A variable speed transmission comprising a driving gear, a rotatablegear carrier coaxial with said gear, gearing mounted on said gearcarrier and meshing with said driving gear, a ring gear meshing withsaid gearing, said gear carrier and ring gear cooperating to form afluid reservoir in which the driving gear and gearing operate, and meansfor controlling the precession of the driving gear with respect to thegear carrier, comprising a fluid passage in communication with saidreservoir, and means for controlling the flow in said passage.

20. A variable speed transmission comprising a driving gear, a rotatablegear carrier coaxial with said gear, gearing mounted on said gearcarrier and meshing with said driving gear, a ring gear meshing withsaid gearing, said gear carrier and ring gear cooperating to form afluid reservoir in which the driving gear and gearing operate, and meansfor controlling the precession of the driving gear with respect to thegear carrier, comprising a fluid passage in communication with saidreservoir, and means for controlling the flow in said passage, said gearcarrier comprising opposed plates embracing said gearing.

21. A variable speed transmission comprising a driving gear, a rotatablegear carrier coaxial with said gear, gearing mounted on said gearcarrier and meshing with said driving gear, a ring gear meshing withsaid gearing, said gear carrier and ring gear cooperating to form afluid reservoir in which the driving gear and gearing operate, and meansfor controlling the precession of the driving gear with respect to thegear carrier, com- .prising a fluid passage in communication with saidreservoir, and means for controlling the flow in said passage, said gearcarrier comprising opposed plates embracing said gearing, said ring gearcomprising opposed plates embracing the gear carrier.

22. A variable speed transmission comprising a driving gear, a rotatablegear carrier coaxial with said driving gear, gearing mounted on saidgear carrier and meshing with said driving gear, a driven gear coaxialwith said driving gear and meshing with said gearing, whereby saiddriving gear may precess with respect to said gear carrier and said gearcarrier may precess with respect to said driven gear, said gear carrierand driven gear being capable of simultaneous absolute and relativerotation, and means for controlling the amount of precession of the gearcarrier with respect to the driven gear, while said gear carrier anddriven gear are in simultaneous, absolute and relative rotation,comprising a fluid passage and means whereby the flow in said passagevaries with the amount of said precession, and means for variablycontrolling the flow in said passage.

23. A variable speed transmission comprising a driving gear, a rotatablegearcarrier coaxial with said driving gear, gearing mounted on said gearcarrier and meshing with said driving gear, a driven gear coaxial withsaid drivin gear and meshing with said gearing, whereby said drivinggear may precess with respect to said gear carrier and said gear carriermay precess with respect to said driven gear, said gear carrier anddriven gear being capable of simultaneous absolute and relativerotation, and means for controlling the amount of precession of the gearcarrier with respect to the driven gear, while said gear carrier anddriven gear are capable of absolute and relative rotation, comprising afluid passage and means whereby the flow in said pase sage varies withthe amount of said precession,

and centrifugal force means for variably con-- gear being capable ofsimultaneous absolute and relative rotation, and means for controllingthe amount of precession of the gear carrier with respect to the drivengear, while said gear carrier and driven gear are capable of absoluteand relative rotation, comprising a fluid passage and means whereby theflow in said passage varies with the amount of said precession, andcentrifugal force means for variably controlling the flow in saidpassage, rotatable with the gear carrier.

25. A variable speed transmission comprising a driving gear, a rotatablegear carrier coaxial with said driving gear, gearing mounted on saidgear carrier and meshing with said driving gear, a driven gear coaxialwith said driving gear and meshing with said gearing, whereby saiddriving gear may precess with respect to said gear carrier and said gearcarrier may precess with respect to said driven gear, said gear carrierand driven gear being capable of simultaneous absolute and relativerotation, and means for controlling the amount of precession of the gearcarrier with respect to the driven gear, while said gear carrier anddriven gear are capable of absolute and relative rotation, comprising afluid passage and means whereby the flow in said passage varies with theamount of said precession, and means for variably controlling the flowin said passage, automatic means for holding the reversible gear againstreverse rotation, automatic releasable for forward rotation of thereversible gear.

26. A variable speed transmission comprising planetary alternatingimpulse, centrifugal force transmission, one-way reactance means forrectifying all reversely acting impulses, said planetary transmissioncomprising eccentrically loaded planet gearing, a driving gear meshingwith said planet gearing and a driven gear meshing with said planetgearing, and speed responsive means for rendering said one-way reactancemeans inoperative at high speed.

27. A variable speed transmission comprising planetary alternatingimpulse, centrifugal force transmission, one-way reactance means forrectifying the reversely acting impulses, said planetary transmissioncomprising eccentrically loaded planet gearing, a driving gear meshingwith said planet gearing, a driven gear meshing with said planetgearing, a carrier for said planet gearing, means for selectivelyrendering said one-way reactance means ineffective, and means forselectively holding said carrier against rotation to effect reverserotation of said driven gear, said last two means being interconnectedfor simultaneous operation.

28. A variable speed transmission comprising planetary alternatingimpulse, centrifugal force transmission, one way reactance means forrectifying the reversely acting impulses, said planetary transmissioncomprising eccentrically loaded planet gearing, a driving gear meshingwith said planet gearing, a driven gear meshing with said planetgearing, said one-way reactance means comprising means for rectifyingthe reversely acting impulses in all positions of the planetarytransmission, and speed responsive means for automatically renderingsaid one-way reactance means inoperative.

29. A variable speed transmission comprising a driving shaft, a drivenshaft, a planetary gear train, one of the elements of said train beingconnected with the driving shaft, means for selectively connectingeither one of two other elements of said train with the driven shaft,means for holding one of said last name rotation in one direction, meansfor holding the other element against rotation in either direction, anda single control member for simultaneously rendering said last namedholding means operative and said first named holding means inoperative.

30. A variable speed transmission comprising intermeshing toothedgearing adapted to propel a fluid, centrifugal means associated withsaid gearing for producing alternating impulses, passages associatedwith said gearing to form a fluid circulating system, and speedresponsive means to control the flow of fluid through said passages.

31. A variable speed transmission comprising relatively movable parts,intermeshing gear teeth on said parts adapted to propel a fluid,centrifugal means associated with one of said parts for producingalternating impulses, passages associated with said parts to form afluid circulating system and means responsive to the speed of one ofsaid parts for controlling the flow of fluid through said passageswhereby resistance to relative movement of said parts 'is controlled.

32. A variable speed transmission comprising a gear carrier and a ringgear, pinions carried by said gear carrier and meshing with said ringgear, passages formed in said carrier and said ring gear forming a fluidcirculating system and speed responsive means carried by said gearcarrier for controlling flow of fluid through said passages wherebyresistance to relative movement between said ring gear and said gearcarrier is controlled.

33. A variable speed transmission comprising planetary gearing includinga sun gear, a gear carrier and a ring gear, means for driving said sungear, means for preventing rotation of said ring gear inone direction,means responsive to the speed of rotation of said gear carrier forvariably resisting relative rotation between the gear carrier and thering gear, and centrifugal means for releasing the means forpreventing'rotation of the ring gear whereby the ring gear is free torotate at high speeds.

34. A variable speed transmission comprising planetary gearing includinga sun gear, a gear carrier and a ring gear, means for driving said sungear, means for preventing rotation of said ring gear in one directionand means responsive to the speed of rotation of said gear carrier forvariably resisting relative rotation between the gear carrier and thering gear, said last named means including friction shoes pivotallymounted on said gear carrier and adapted to engage said ring gear.

35. A variable speed transmission comprising a driving member, a drivenmember, planetary gearing connecting said members, means carried by oneof the elements of said gearing and adapted to engage a stationary partto prevent rotation of said element in one direction and manual controlmeans movable axially of the driven member driven member with theplanetating gears or the third gear, means for preventing rotation ofthe thirdgear in one direction, means for gradually increasing the speedof rotation of the planetating gears bodily about the center of thedriving gear to effect intermediate ratios and centrifugal means forreleasing the means for preventing rotation of the third gear wherebythe third gear is free to rotate at high speeds.

37. A transmission for connecting a driving shaft to a driven shaftcomprising a gear train, shiftable clutch means on the driven shaft forconnecting it to one element of the gear train for forward rotation andto another element of the geartrain for reverse rotation, one-wayreactance mechanism for holding said last named element against reverserotation when the driven shaft is connected for forward rotation,centrifugal means for automatically rendering said one-way mechanisminoperative, and manual means for simultaneously rendering said one-waymechanism ineffective to hold said element and shifting said clutchmeans into engagement with said element for reverse rotation.

38. A transmission for connecting a driving shaft toa driven shaftcomprising a gear train, centrifugal alternating-impulse meansassociated therewith, one-way reactance means connected to saidalternating-impulse means for absorbing reversely acting impulses,clutch means on the driven shaft for selectively connecting it to oneelement of the gear train for forward drive or to another elementthereof for reverse drive and means operable at will simultaneously torender said one-way means ineffective and connect said clutch means tothe element for reverse drive.

39. A variable speed transmission comprising planetary gearing includinga sun gear, a gear carrier, and a ring gear, means for driving said sungear, means for preventing rotation of said ring gear in one direction,passages formed in said carrier and said ring gear forming a fluidcirculating system for resisting relative movement between the gearcarrier and ring gear whereby the ring gear is urged in a forwarddirection and centrifugal means for releasing the means for preventingrotation of the ring gear whereby the ring gear is free to rotate athigh speeds.

ADIEL Y. DODGE.

